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Aviation History
1933
1933 - 0926.PDF
FLIGHT, NOVEMBER 2, 1933 &MMifiof(Je4oei. The Editor does not hold himself responsible for opinions expressed by correspondents. The names and addresses of the writers, not necessarily for publication, must in all cases accompany letters intended for insertion in these columns. VICTOR McCUDDEN FUND [2889] As President of the Coronation Club I am taking the liberty of bringing to your notice the sad case of Victor McCudden, the last of the famous four brothers of the late Maj. James Byford McCudden, V.C., D.S.O., M.C., M.M., who has for some time been in the West London Hospital, having been operated on there for a very serious internal complaint. I know that the newspapers of this country are always ready to give their support and columns to a genuine appeal. Young McCudden (who is only just over 30 years of age now) is a married man with one child, and having been in the hospital for nearly six months financial assist ance is at the moment most urgent. Donations may be sent to the above Club addressed either to myself or to Mr. S. Emms (Hon. Treasurer). ALFRED G. J. LITTLEWOOD (President) (ex R.A.F. 2nd Lieut. (Transport), The Coronation Club, 22, High Street, Kingston-on-Thames. October 25, 1933. REGULATION OF CIVIL FLYING [2890] Maj. Mealing's contribution to the safety of aviation will probably not be fully appreciated for several years, because it seems to be psychologically true that it is impossible to apprehend danger properly without personal suffering. It happens that I have had considerable per sonal suffering in relation to bad weather flying, and therefore my apprehension of the danger is peculiarly acute. • The proposition that the third dimension (variation of height) should be used for determining fairways for air craft is, in my view, fundamentally sound. The only ex cuse for flying is speed. Speed is an attribute of aircraft because they are three dimensional. It is logical therefore that their three dimensional properties should be exploited to the full. It may be of interest to record that flying rules near a school in this country which was apt to have over 40 aero planes in the air at once, some seven or eight of which were constantly engaged in blind flying instruction, in cluded provision that certain aircraft should fly in certain strata. Blind flying instruction was carried out with immunity from accident when the birds were walking. The general rule and principle was that all aircraft en gaged should fly into the aerodrome on a definite bearing at an approximately definite angle ; that they should all leave the ground on the same bearing and at their uniform climbing angle ; and that in the air aircraft flying up wind flew between 500 and 1,500 ft/, and aircraft flying down-wind above 2,000 ft. This rule, is, of course, econo mically applicable to cross-country flying. Even in thick fogi-Ahfi risk. of. collision'_ between aeroplanes flyiag on approximately the same bearing at approximately the same speed is negligible, for the rate of closing is slow and gives time for dodging. Up-wind and down-wind are defined as being on any bearing within 45 deg. of the wind direction. Touching a further point, it is a pity to limit one's considerations practically solely to Croydon. Any discus sion on the subject must be so condemnatory of Croydon as a safe aerodrome for the future, as to indicate some more open terminal for general use. Whatever regulations are made should be of absolutely general application, so that one has no need of a handbook to find out what restrictions there are at one's destination. In any case I would plead for the complete abolition of any but commercial flying at a terminal airport. One does not find amateurs driving trams on commercial railways, and amateur sailing is frowned on in congested ports. Many amateur pilots to-day demonstrate that they have not sufficient sense of responsibility to be left unguided by regulation. Recently I have twice followed obvious but unofficial Bradshaw courses along main railways, con scientiously keeping the line well to my left, only to find another aeroplane blithely blundering along in the opposite direction keeping the line on its right. Apart from the fact that in both cases the pilot must have been suffering considerably from a draught in the face, those two inci dents have made me give railways a wide berth in thick weather. I would respectfully plead tor more attention to bad weather training. If the commercial pilot is in future to be surrounded, not only by his blind-flying instruments, but also by radio gadgets and orders from the ground, then he must have his technique absolutely subconscious. I would suggest that on ordinary air lines the pilot be compelled to fly by instruments all the time, there being a second operative to act solely as a lookout. Then, when blind conditions descend, the pilot will not be in the least degree embarrassed, and need hardly know that visibility is non existent. It is much better and safer always to fly in a prepared state than to have to revert in mentally disturbing circumstances to a more harassing technique. W. E. P. JOHNSON. London, W.C.2. October 26, 1933. [2891] " Private Owner " appears to take an unduly pessimistic view of the situation. At the same time, he is rendering a valuable service by pointing out the danger that may face the private owner if ill-considered steps are taken, based either on a mistaken idea of the principles involved or panic. It would be refreshing if a new attitude could be adopted towards the major problems of the day, and certainly to the major problems in regard to aviation. The sum total of most of the efforts made through official action can be summarised as a policy of negation. It is deplorable to think that our only contribution, usually when we are faced with any problem of a major character, is to try and resolve it by a series of prohibitions. Surely it is an admission of a barrenness of constructive ideas too lament able for words. Perhaps the canker of Safety First may be largely responsible for this wealth of negative sug gestions. If we will face the whole problem with a determination to find its solution, not by prohibiting this, that, or the other, but by finding constructive proposals which will enable the private owner, the flying charabanc and the regular air liner to develop freely, then we may claim con structive statesmanship and constructive administration. For obvious reasons, 1 am not anxious at the present time to put forward a series of suggestions which occur to me as a possible contribution towards the problem ahead, but if your readers will put forward ideas of a constructive character, based on the principle of provid ing freedom for development of each interest, a most use ful contribution will be made to aviation development in which we are all so deeply interested. ... v E. C GORDON ENGLAND. London, S.W.I. October 27, 1933 THE PIONEERS OF FLYING [2892] In your issue of October 19 you published on page 1046 a letter from Mrs. Greenwood under the head ing " The Pioneers of Flying," which, I think, is greatly to be deplored, because I feel it is a definite attack on the Mollisons, although the letter states that no disrespect is meant to the Lindberghs, Earhearts, and Mollisons. I think the letter does definitely show disrespect to those mentioned, particularly the Mollisons, because, so far as 1 know, the Mollisons are the only people in British aviation who have been subjected to a reception on the lines i11"1" cated in the letter, i.e., " by cheering crowds that stand outside our palatial hotels to catch a glimpse of our famous and wealthy record breakers. ..." Whilst I have not been in the cheering crowds that stand outside our palatial hotels, I have been to one or two receptions to this famous pair, and have applauded, along with many famous men and women in Butisli aviation, the good shows the Mollisons have put up. _ Surely I am right, and many will agree I am "S^t. when I say that Mrs. Mollison did not become wealthy 1106
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